KR20050057008A - Device and method for controlling prime mover - Google Patents

Abstract

A device and a method for controlling a prime mover, the method comprising the steps of, when the angular acceleration (alpha) of the rotating shaft of a motor capable of outputting a torque on a drive shaft connected to drive wheels is raised and a slip occurs on the drive wheels, limiting the torque outputted to the drive shaft to an upper limit torque value (Tmax) led by using a map so related as to reduce the upper limit torque value (Tmax) as the angular acceleration (alpha) is increased and returning a torque limit to the original torque at a timing when the angular acceleration (alpha) becomes zero through a negative peak by the convergence of the slip, whereby since an angular acceleration acting direction matches a direction for acting the torque when the limited torque is returned, the torsion of the drive shaft can be suppressed to suppress vibration due to the torsion of the drive shaft.

Description

 Control device of prime mover and control method of prime mover {DEVICE AND METHOD FOR CONTROLLING PRIME MOVER}

 BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a prime mover and a control method for a prime mover, and more particularly, to a control device of a prime mover and a prime mover in a vehicle having a prime mover capable of outputting power to a drive shaft connected to a drive wheel. It is about a method.

 Conventionally, as a controller of this type of prime mover, it is proposed as a controller of a prime mover mounted on a vehicle, and as a prime mover, for example, limiting the torque output from the motor to the drive wheel when the drive wheel is idle by the output of the torque from the motor. (For example, Japanese Patent Laid-Open No. 2001-295676). In this apparatus, slip is detected when the angular acceleration (time change rate of the angular speed) of the drive wheel exceeds a predetermined threshold value, and when slip is detected, it is determined that slip has occurred and the torque output from the motor is reduced. When the generated slip is converged, the limit of the torque output from the motor is returned.

In such a device, when the torque limit is returned, vibration (vibration of the drive system) may be accompanied by the rotation shaft of the motor. When the slip of the driving wheel is suppressed, the vibration of the angular acceleration is usually accompanied, but the vibration of the angular acceleration is further amplified depending on the timing of returning the torque limit.

 1 is a configuration diagram showing an outline of the configuration of a motor vehicle 10 including a control device 20 of a prime mover which is an embodiment of the present invention;

2 is a flowchart showing an example of a motor drive control routine executed by the electronic control unit 40 of the control device 20 of the prime mover of the embodiment;

3 is a map showing the relationship between the accelerator opening degree Acc and the vehicle speed V and the motor demand torque Tm *;

4 is a flowchart showing an example of a sleep state determination processing routine executed by the electronic control unit 40 of the control device 20 of the prime mover of the embodiment;

5 is an explanatory diagram showing the shape of time variation of the angular acceleration α;

6 is a flowchart showing an example of a control routine upon slip occurrence executed by the electronic control unit 40 of the control device 20 of the prime mover of the embodiment;

7 is a map showing the relationship between the angular acceleration α and the torque upper limit value Tmax;

8 is a flowchart showing an example of a control routine during slip procedure executed by the electronic control unit 40 of the control device 20 of the prime mover of the embodiment;

9 is a flowchart showing an example of the torque limit amount δ setting processing routine executed by the electronic control unit 40 of the control device 20 of the prime mover according to the embodiment;

Fig. 10 is a flowchart showing an example of the torque limit amount? Lock setting processing routine executed by the electronic control unit 40 of the control device 20 of the prime mover of the embodiment;

11 is an explanatory diagram showing the shape of time variation of the angular acceleration α;

12 is a map showing the relationship between the absolute value of the negative peak value αpeak2 of the angular acceleration α and the torque limit amount δ lock;

13 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 110;

14 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 210;

15 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 310.

 A control device of a prime mover and a control method of a prime mover of the present invention aim to suppress vibration of a drive system accompanying slip control.

The control device of the prime mover and control method of the prime mover of the present invention employ the following means in order to achieve the above object.

A control device for a first prime mover of the present invention is a control device for a prime mover for controlling the prime mover in a vehicle having a prime mover capable of outputting power to a drive shaft connected to a drive wheel, wherein the angular acceleration of the drive shaft or the rotary shaft of the prime mover is controlled. Angular acceleration detecting means for detecting, slip detecting means for detecting slip due to idle of the driving wheel when the detected angular acceleration rises above a predetermined value, and when slip is detected by the slip detecting means, the slip is suppressed First torque limit control means for limiting the output torque to control the prime mover, and at a predetermined timing in which the direction of the change in the angular acceleration detected by the angular acceleration detecting means when the slip is directed in the direction of the convergence becomes the upward direction. The output torque limited by the first torque limit control means is returned. And in that it comprises a return torque control means for controlling the prime mover with a base.

In the control apparatus of the first prime mover of the present invention, when the angular acceleration of the drive shaft rises above a predetermined value and a slip due to idle of the drive wheel is detected, the torque output to the drive shaft is limited so as to suppress the detected slip, and the torque The limit of torque is returned with the timing at which the direction of the angular acceleration becomes the upward direction when the slip is directed in the direction of suppression by the restriction of. That is, the return of the torque limit is performed when the direction of the torque acting on the drive shaft and the direction of the angular acceleration acting on the drive shaft at the time of the return are suppressed, so that the torsion of the shaft when the torque is returned can be suppressed, The vibration of the drive shaft which arises accordingly can be suppressed.

In such a control apparatus of the first prime mover of the present invention, the predetermined timing may be a timing at which the detected value of the angular acceleration shifts from negative to positive. In this way, the vibration of the drive shaft can be suppressed more effectively.

  Further, in the control apparatus of the first prime mover of the present invention, the torque return control means uses the torque limit value that relaxes the restriction over the predetermined time period using a torque limit value used by the first torque limit control means over the predetermined time. The prime mover may be controlled to return torque. By doing in this way, the vibration of a drive shaft can be suppressed more effectively.

Further, in the control apparatus of the first prime mover of the present invention, when the absolute value of the negative peak value first detected after the angular acceleration detected by the angular acceleration detecting means exceeds the predetermined value is greater than the predetermined threshold, the predetermined torque limit is limited. It is also possible to provide a second torque limit control means for controlling the prime mover. Since the negative peak value of the angular acceleration in this case is considered to reflect the change of the road surface state, the vibration of the drive shaft caused by the change of the road surface state can be suppressed by performing a predetermined torque limit over a predetermined time due to the change of the road surface state. Can be. In the controller of the prime mover of the present invention, the second torque limit control means controls the prime mover by using a torque limit value set based on an absolute value of the peak value of the sound as the predetermined torque limit. It can also be. Moreover, in the control apparatus of the 1st prime mover of this aspect of this invention, the said 2nd torque limiting control means may be made to perform the said predetermined torque limiting over predetermined time.

Alternatively, in the control device of the first prime mover of the present invention, the first torque limit control means may control the prime mover such that the change in torque is within a predetermined allowable range. In this way, the torque shock which may occur when limiting the torque output to the drive shaft by the occurrence of slip can be reduced.

The control device of the second prime mover of the present invention is a control device of a prime mover for controlling the prime mover in a vehicle having a prime mover capable of outputting power to a drive shaft connected to the drive wheels, which detects slip due to idle of the drive wheels. The slip detection means, torque limit value setting means for setting a limit value of the torque output to the drive shaft based on the detected slip degree when the slip is detected by the slip detection means, and using the set limit value When controlling the prime mover, torque limit value correction means for modifying the limit value so that the change width of the torque is within the predetermined allowable range, and the power required for the drive shaft and the setting or the Torque limit control means for controlling the prime mover using a modified limit value. It is decided.

In the control apparatus of the second prime mover of the present invention, when slip due to idle of the driving wheel is detected, the torque limit value output to the drive shaft is set based on the detected slip degree, and the prime mover is controlled using the set torque limit value. Then, when the width of the torque change exceeds the predetermined allowable range, the torque limit value is corrected so as to fall within the allowable range, and the prime mover is controlled using the power required for the drive shaft and the set or modified limit value. The limit value set based on the degree of slip generated by this is adjusted so that the width of the torque change of the prime mover is within the allowable range, so that the torque output to the drive shaft due to the slip is limited (torque decreases). Torque shock present can be reduced.

In the control apparatus of the second prime mover of the present invention as described above, further comprising an angular acceleration detecting means for detecting the angular acceleration of the drive shaft or the rotating shaft of the prime mover, wherein the slip detecting means has a predetermined threshold value. When the slip is exceeded, slip is detected, and the torque limit value setting means sets the limit value of the torque output to the drive shaft based on the angular acceleration detected by the angular acceleration detecting means when slip is detected by the slip detecting means. It can also be. In the control apparatus of the second prime mover of the present invention of this aspect, the torque limit value setting means may set the torque limit value in such a way that the larger the angular acceleration is, the larger the limit is.

A control method of a first prime mover of the present invention is a control method of a prime mover for controlling a prime mover in a vehicle having a prime mover capable of outputting power to a drive shaft connected to a drive wheel, the method comprising: (a) the drive shaft or a rotary shaft of the prime mover; Detecting an angular acceleration of the vehicle; (b) detecting a slip due to idle of the driving wheel when the detected angular acceleration rises above a predetermined value; and (c) suppressing the slip when the slip is detected. Controlling the prime mover by limiting the output torque so as to control the prime mover; and (d) the direction of change in the angular acceleration detected by the step (a) when the slip is directed in the direction of the procedure due to the limitation of the output torque increases. And controlling the prime mover by returning the output torque limited by step (c) at a predetermined timing to be oriented. .

In such a control method of the first prime mover of the present invention, the predetermined timing may be a timing at which the value of the detected angular acceleration is shifted from negative to positive.

Further, in the control method of the first prime mover of the present invention, the step (d) returns the output torque by using a torque limit value that relaxes the restriction over a predetermined time period than the torque limit value used in the step (c). It is also possible to control the prime mover.

Alternatively, in the control method of the first prime mover of the present invention, (e) the absolute value of the negative peak value first detected after the angular acceleration detected by the step (a) exceeds the predetermined value is larger than the predetermined threshold value. In this case, it is also possible to provide a step of controlling the prime mover by performing a predetermined torque limit. In the control method of the first prime mover of the present invention of this aspect, the step (e) is to control the prime mover using a torque limit value set based on the absolute value of the negative peak value as the predetermined torque limit. You can do it. Further, in the control method of the first prime mover of the present invention of these aspects, the step (e) may be performed by performing the predetermined torque limit over a predetermined time.

The control method of the 2nd prime mover of this invention is a control method of the prime mover which controls the prime mover in the vehicle provided with the prime mover which can output power to the drive shaft connected to the drive wheel, Comprising: (a) Slip by idle of said drive wheel (B) setting a limit value of the torque output to the drive shaft based on the detected degree of slip when slip is detected by step (a); and (c) Controlling the prime mover using a limit value, when the change in torque output from the prime mover exceeds a predetermined allowable range, modifying the limit value so that the change is within the allowable range; (d) And controlling the prime mover using the power required for the drive shaft and the set or modified limit values.

In the control method of the second prime mover of the present invention, before the step (a), (e) detecting the angular acceleration of the drive shaft or the rotary shaft of the prime mover, and the step (a) is performed in the step ( The slip is detected when the angular acceleration detected by e) exceeds a predetermined threshold, and step (b) is detected by step (e) when slip is detected by step (a). It is also possible to set the limit value of the torque output to the drive shaft based on the angular acceleration.

In addition to the above-described control device of the prime mover and the control method of the prime mover, it can also be in the form of a vehicle having a prime mover and a control device of the prime mover of the present invention.

 EMBODIMENT OF THE INVENTION Next, the best form for implementing this invention is demonstrated using an Example. 1 is a configuration diagram showing an outline of a configuration of a motor vehicle 10 including a control device 20 of a prime mover, which is an embodiment of the present invention. The control device 20 of the prime mover of the embodiment uses power supplied from the battery 16 via the inverter circuit 14 to power drive shafts connected to the drive wheels 18a and 18b of the electric vehicle 10 as shown. And a rotation angle sensor 22 which detects the rotation angle θ of the rotation shaft of the motor 12 and a traveling speed of the vehicle 10. Wheel speed detecting the vehicle speed sensor 24 and the wheel speeds of the driving wheels 18a and 18b (front wheels) and the wheel speeds of the driven wheels 19a and 19b (rear wheels) rotating in accordance with the driving wheels 18a and 18b. Sensors 26a, 26b, 28a, and 28b and various sensors for detecting various operations from the driver (for example, shift position sensor 32 for detecting the position of shift lever 31 and accelerator pedal 33). Of the accelerator pedal position sensor 34 and the brake pedal 35 to detect the step amount of the accelerator (accelerator opening). A brake pedal position sensor 36 for detecting a step amount (brake opening degree), and an electronic control unit 40 for controlling the entire apparatus.

The motor 12 is configured as a well-known synchronous generator motor which functions as an electric motor and also functions as a generator, for example, and the inverter circuit 14 supplies electric power from the battery 16 suitable for driving the motor 12. It is comprised by the several switching element which converts into a. Such a configuration of the motor 12 or the inverter circuit 1 itself is well known, and further detailed description is omitted since it does not form the core of the present invention.

The electronic control unit 40 is configured as a microprocessor centered on the CPU 42, includes a CPU 44 which stores processing programs in addition to the CPU 42, a RAM 46 which temporarily stores data, An input / output port (not shown) is provided. The electronic control unit 40 includes a rotation angle θ of the rotation shaft of the motor 12 detected by the rotation angle sensor 22 or a vehicle speed V of the vehicle 10 detected by the vehicle speed sensor 24. , Wheel speeds Vf1 and Vf2 of the drive wheels 18a and 18b detected by the wheel speed sensors 26a, 26b, 28a and 28b and wheel speeds Vrl and Vr2 of the driven wheels 19a and 19b, shift positions The shift position detected by the sensor 32, the accelerator opening degree Acc detected by the accelerator pedal position sensor 34, the brake opening degree detected by the brake pedal position sensor 36, and the like are input through the input port. It is. Moreover, the switching control signal etc. to the switching element of the inverter circuit 14 which drive-controls the motor 12 are output from the electronic control unit 40 via the output port.

The operation of the control device 20 of the prime mover configured as described above, in particular, the drive control of the motor 12 when the driving wheels 18a and 18b of the vehicle 10 revolves will be described. 2 is a flowchart showing an example of a motor drive control routine executed by the electronic control unit 40 of the control apparatus 20 of the prime mover of the embodiment. This routine is executed repeatedly every predetermined time (for example, every 8 msec).

When the motor drive control routine is executed, the CPU 42 of the electronic control unit 40 first starts the accelerator opening degree Acc from the accelerator pedal position sensor 34, the vehicle speed V from the vehicle speed sensor 24, and the wheel speed. A process of inputting the wheel speeds Vf and Vr from the sensors 26a, 26b, 28a, and 28b, the motor rotation speed Nm calculated based on the rotation angle θ of the rotation angle sensor 22, and the like are performed. (Step S100). Wherein the wheel speed (Vf, Vr) in the embodiment of the wheel speed (Vf1, Vf2) and the wheel speed (Vr1, Vr2) detected by the wheel speed sensor (26a, 26b) and the wheel speed sensor (28a, 28b), respectively The average value was assumed to be used. In the embodiment, the vehicle speed V was detected by the vehicle speed sensor 24, but the wheel speeds Vf1, Vf2, Vr1, and Vr2 detected by the wheel speed sensors 26a, 26b, 28a, and 28b. It does not matter even if it calculates from.

Next, the required torque Tm * of the motor 12 is set based on the accelerator opening degree Acc and the vehicle speed V inputted (step S102). In setting the motor demand torque Tm *, the relationship between the accelerator opening degree Acc and the vehicle speed V and the motor request torque Tm * is obtained in advance and stored in the ROM 44 as a map. Given the degree (Acc) and the vehicle speed (V), it is assumed that the corresponding motor demand torque (Tm *) is derived from the map. An example of this map is shown in FIG.

Subsequently, the angular acceleration α is calculated based on the motor rotation speed Nm input in step S100 (step S104). Here, the calculation of the angular acceleration α is performed in the embodiment by subtracting the previous rotational speed Nm input from the previous routine from the current rotational speed Nm inputted in this routine [current rotational speed Nm-the previous rotational speed ( Nm)]. In addition, if the unit of the angular acceleration (alpha) expresses the unit of rotation speed (Nm) by the rotation speed [rpm] per 1 minute, since the execution time interval of this routine is 8 msec in an Example, it becomes [rpm / 8msec]. Of course, any unit may be adopted as long as it can be expressed as a rate of change of the rotational speed. As the angular acceleration α, the average of the angular accelerations calculated over the past several times (for example, three times) from the current routine may be used to reduce the error.

In this way, when the angular acceleration α is calculated, a process of determining the slip state of the drive wheels 18a and 18b is performed based on the angular acceleration α (step S106), and the process according to the determination result (steps S110 to S114), That is, when it is determined that no slip has occurred (when both the slip generation flag F1 and the slip procedure flag F2 described later have a value of 0), it is determined that the grip control (step S110) and the slip have occurred. [When the flag F1 is the value 1 and the flag F2 is the value 0], when it is determined that slip control (step S112) restricts the torque output to the drive shaft, and it has been determined that the generated slip is converged [flag F1 And when all of the flags F2 have a value of 1, slip control (step S114) for returning the torque output to the drive shaft is executed, and the routine ends.

The determination of the sleep state is performed based on the sleep state determination processing routine of FIG. When the sleep state determination processing routine is executed, the CPU 42 of the electronic control unit 40 determines that the angular acceleration α calculated in step S104 of the routine of FIG. 2 can assume that slip due to revolution has occurred. It is determined whether or not (alpha slip) has been exceeded (step S120). When it is determined that the angular acceleration α exceeds the threshold α slip, it is determined that slip has occurred in the drive wheels 18a and 18b, and the slip generation flag F1 indicating the occurrence of slip in order to limit the torque output to the drive shaft. ) Is set to the value 1 (step S122), and the routine ends. On the other hand, when it is determined that the angular acceleration α does not exceed the threshold α slip, it is next determined whether or not the value of the slip generation flag F1 is the value 1 (step S124). When it is determined that the slip generation flag F1 is the value 1, whether the angular acceleration α is greater than or equal to the value 0 and the previous angular acceleration α of the previous routine is less than the value 0, that is, the value of the angular acceleration α is negative. It is determined whether to rise from the value and cross the zero cross point (step S126). As a result of the determination, when affirmative determination is made, it is judged that the slip generated in the drive wheels 18a and 18b is appropriate as a timing for returning the torque output to the drive shaft, and the slip procedure flag F2 is set to the value 1. (Step S128), this routine ends.

5 is an explanatory diagram showing an example of a time change of the angular acceleration α. As shown in Fig. 5, when slip occurs, the angular acceleration α rises with time due to the limitation of the torque output to the drive shaft, and a positive peak first appears, after which a negative peak appears and then rises again. Go. At this time, the timing of returning the torque output to the drive shaft is the timing at which the value of the angular acceleration α crosses zero after the negative peak appears as shown. This is to suppress the torsional vibration of the shaft by completely matching the direction in which the angular acceleration α acts on the drive shaft and the direction of the torque acting on the drive shaft by returning from the restriction. When a negative determination is made in the determination of step S126, the routine is ended as it is judged to be inadequate as a timing for returning the torque output to the drive shaft even if the slip generated has not been converged or the slip has been converged. When the angular acceleration α does not exceed the threshold α slip and the slip generation flag F1 is not 1, both the slip generation flag F1 and the slip procedure flag F2 are set to the value 0 (step S130). This routine ends. Hereinafter, each of the above-described controls performed in accordance with the values of the slip generation flag F1 and the slip procedure flag F2 set in this way will be described in detail.

The control at the time of grip is the drive control of the normal motor 12, and drive control of the motor 12 so that the torque suitable for the required torque Tm * is output from the motor 12 based on the motor required torque Tm *. Is done.

The control at the time of slip generation is drive control of the motor 12 which is performed to lower the angular acceleration α which has risen when the angular acceleration α rises due to slip, and is performed based on the control routine at the time of slip generation. When this routine is executed, the CPU 42 of the electronic control unit 40 first determines whether the angular acceleration α has exceeded the peak value αpeak (step S140), and the angular acceleration α sets the peak value αpeak. When it is determined that the number has been exceeded, a process of newly setting the value of the peak value? Peak to the angular acceleration? Is performed (step S142). Here, the peak value αpeak is basically the value of the angular acceleration when the angular acceleration α rises due to slip and shows a peak, and a value 0 is set as an initial value. Therefore, until the angular acceleration α rises to reach the peak, the peak value αpeak is sequentially updated to the value of the angular acceleration α, and when the angular acceleration α reaches the peak, the angular acceleration α becomes It becomes fixed as a peak value (alpha). When the peak value? Peak is set in this manner, the process of setting the torque upper limit value Tmax, which is the upper limit of the torque capable of outputting the motor 12, is performed based on the peak value? Peak (step S144). This process is performed using the map illustrated in FIG. 7 in the embodiment. 7 is a map showing the relationship between the angular acceleration α and the torque upper limit value Tmax. As shown in the map, the torque upper limit value Tmax decreases as the angular acceleration α increases. Therefore, as the angular acceleration α rises and the peak value αpeak increases, that is, the degree of slippage increases, a small value is set as the torque upper limit value Tmax, and the torque output from the motor 12 is limited by that amount.

When the torque upper limit value Tmax is set, it is determined whether or not the motor requested torque Tm * exceeds the set torque upper limit value Tmax (step S146), and the motor requested torque Tm * sets the torque upper limit value Tmax. When it is determined that the limit has been exceeded, the motor required torque Tm * is limited to the torque upper limit value Tmax (step S148). Also, whether or not the torque limit (width of torque change) as the deviation (Tm *-previous Tm *) between the motor demand torque (Tm *) and the previous torque (Tm *) set in the previous routine is within a predetermined allowable range. Is determined (step S150), and when it is determined that it is not within the allowable range, the motor request torque Tm * is adjusted to be within the allowable range (step S152). The adjustment of the motor demand torque Tm * in this manner is intended to reduce the torque shock which may be caused by the torque output to the drive shaft being largely limited by the generation of slip. The motor 12 is drive controlled to output a torque suitable for the target torque Tm * from the motor 12 with the torque Tm * as the target torque (step S154), and the routine ends. As a result, the torque output from the motor 12 at the time of slip generation is limited to a low torque (specifically, an upper torque limit Tmax corresponding to the peak value αpeak of angular acceleration in the map of FIG. 7). Therefore, the slip can be effectively suppressed.

The control at the time of slip convergence is the drive control of the motor 12 which is executed to return the limited torque when the angular acceleration α decreases due to the limitation of the torque caused by the control at the time of slip generation and the slip is converged. This is done based on time control routines. When this routine is executed, the CPU 42 of the electronic control unit 40 first performs a process of inputting the torque limit amount δ (unit is [rpm / 8 msec] in the same unit as the angular acceleration) (step S160). .

The torque limit amount δ is a parameter used to set the degree of return when the torque upper limit value Tmax set in the above-mentioned slip control is raised to return from the torque limit, and the initial value is set to zero. . This torque limit amount δ is set based on the torque limit amount δ setting processing routine of FIG. 9. Hereinafter, the processing of the torque limit amount δ setting processing routine of FIG. 9 will be described. This routine is executed when the slip generation flag F1 is set from the value 0 to the value 1 in the processing of the step S122 of the slip state determination processing routine of Fig. 4 (i.e., when the angular acceleration? Is over the threshold? Slip). ] Is executed. In this routine, the motor speed Nm calculated on the basis of the rotation angle θ detected by the rotation angle sensor 22 is input, and the angular acceleration of the motor 12 is based on the input motor speed Nm. (α) is calculated, and the process of calculating the time integral αint of the angular acceleration α from the time when the angular acceleration α exceeds the threshold αslip, wherein the angular acceleration α is less than the threshold αs1ip It repeats until it turns to it (steps S190-S196). The calculation of the time integral value αint of the angular acceleration α is performed by using the following equation (1) in the examples. ? T here means an execution time interval when the processes from steps S190 to S196 are repeatedly executed, and in the embodiment, it is adjusted to 8 msec.

When the angular acceleration α becomes less than the threshold α slip, the torque limiting amount δ is multiplied by a predetermined coefficient k by multiplying the time integral value α int of the angular acceleration α calculated in steps S190 to S196. (Step S198), this routine ends. The torque limit amount δ is specifically set by recording the value of the torque limit amount δ in a predetermined area of the RAM 46.

Returning to the routine of FIG. 8, when the torque limit amount δ is input in step S160, a release request for releasing the torque limit amount δ is input (step S162), and a process for determining whether or not there has been a release request. A process is performed (step S164). In this embodiment, the release amount is increased by a constant increase amount from zero each time a predetermined time elapses by the omitted torque limit release processing routine, which is executed after a predetermined waiting period has elapsed since the first execution of this routine. (Δδ) was set. Therefore, the torque limiting amount δ is not released until the predetermined waiting period elapses after the execution of the routine of FIG. 7 is started. As a result of the determination, if it is determined that there is a release request, a process of releasing the torque limit amount δ is performed by subtracting the release amount Δδ from the torque limit amount δ input in step S160 (step S166). If it is determined, the torque limit amount δ input in step S160 is not released. Based on the torque limit amount δ, the torque upper limit value Tmax, which is the upper limit of the torque that can be output from the motor 12, is set using the map of FIG. 7 (step S168).

Then, it is determined whether or not the torque limit amount δ lock [rpm / 8 msec] is set (step S170). When it is determined that the torque limit amount δ lock [rpm / 8 msec] is set, the torque limit amount δ lock is applied regardless of the setting by the process of step S168. Based on the map of FIG. 7, the torque upper limit value Tmax is set (step S172). The torque limit amount δ lock is a drive shaft that is generated by a change in the road surface during slip, that is, a steep change in the negative side of the angular acceleration α that occurs when the vehicle 10 slips from a low road to a high road. This parameter is set to suppress the vibration of the. The torque limit amount δ lock is set based on the torque limit amount δ lock setting processing routine illustrated in FIG. 10. This routine is executed when the value of the slip generation flag F1 is set to the value 1. In this routine, the motor acceleration Nm calculated on the basis of the rotation angle θ detected by the rotation angle sensor 22 is input, and the angular acceleration α calculated on the basis of the motor rotation speed Nm is negative. When the peak is reached, that is, when the time differential value of the angular acceleration α is shifted from negative to positive, the angular acceleration α at that time is set as the negative peak value αpeak2 (steps S200 to S206), and the peak value ( It is determined whether or not the absolute value of alphapeak2) has exceeded the predetermined threshold alpharef (step S208).

Fig. 11 is an explanatory diagram showing the mode of time change of the angular acceleration α when a change occurs in the road surface condition. When there is no change in the road surface state, as shown in FIG. 5, the peak on the negative side that appears when the idle of the driving wheels 18a and 18b converges within a certain range, but the road surface state changes from low to high road during slipping. In this case, a steep change occurs on the negative side of the angular acceleration α, and the peak on the negative side exceeds a certain range. Therefore, it can be determined that the road surface state has changed when the absolute value of the peak value? Peak2 on the negative side which appears as a change in the angular acceleration? Exceeds the threshold value? Ref.

If it is determined that the absolute value of the peak value αpeak2 has exceeded the threshold value αref, the torque limit amount δ lock is set based on this peak value αpeak2 (step S200), and then a predetermined time has elapsed. (Step S202), a process of releasing the set torque limit amount δ lock is performed (step S204), and the routine ends. In the embodiment, the torque limiting amount? Lock is set in advance in the relationship between the absolute value of the peak value? Peak2 and the torque limiting amount? Lock, and stored in the ROM 44 as a map, and the absolute value of the peak value? Peak2. Given this, it is assumed that the corresponding torque limit amount δ lock is derived from the map. An example of this map is shown in FIG. As shown in Fig. 12, the larger the torque limit amount? Lock is set, the larger the absolute value of the peak value? Peak2 is. As the torque upper limit value Tmax is set lower as the torque limit amount δ lock is larger (see Fig. 7), the higher torque limit value Tmax is set as the absolute value of the peak value alphapeak2 is larger. The torque limit amount δ lock is set until the predetermined time has elapsed. The routine shown in Fig. 8 repeats the torque limit amount by the torque limit amount δ lock over this predetermined time to change the road surface condition. This is to effectively suppress the vibration (vibration of the drive system) that can occur according to the angular acceleration (α). Therefore, as the predetermined time, it is possible to set the measured time by measuring the time at which vibration is converged by experiment. The solid line in Fig. 11 shows the time change of the angular acceleration α when the torque limit is performed by the torque limit amount δ lock, and the dashed line indicates the angular acceleration when the torque limit is performed by the torque limit amount δ lock. The time change of (α) is shown. In the embodiment, the torque limiting amount? Lock is released once after a predetermined time has elapsed, but may be released stepwise.

Returning to the routine of FIG. 8, if the torque upper limit value Tmax is set in this way, it is determined whether or not the motor request torque Tm * exceeds the set torque upper limit value Tmax (step S174), and the motor request. When it is determined that the torque Tm * exceeds the torque upper limit value Tmax, the motor required torque Tm * is limited to the torque upper limit value Tmax (step S176). Then, the motor 12 is driven and controlled so that a torque suitable for the target torque Tm * is output from the motor 12 using the torque Tm * as the target torque (step S178). Then, it is determined whether or not the value of the torque limit amount δ1 is zero or less, that is, whether the torque limit amount δ1 is completely released (step S180), and when it is determined that the value is completely released, the slip generation flag F1 and the slip procedure flag are determined. All of F2 are reset to the value 0 (step S182), and the routine ends.

According to the control device 20 of the prime mover according to the embodiment described above, when the slip due to the idle of the drive wheels 18a and 18b occurs, the torque output to the drive shaft is limited and the angular acceleration α of the rotary shaft of the motor 12 is restricted. The torque limit is returned to the timing of zero crossing after the peak reaches? Peak2. Therefore, since the direction in which the angular acceleration acts and the direction in which the torque acts can be matched, the torsional vibration of the shaft can be suppressed and the vibration of the angular acceleration α can be suppressed. In addition, when the absolute value of the negative peak value αpeak of the angular acceleration α reflecting the change of the road surface state exceeds the threshold value αref, the torque is limited according to the negative peak value αpeak2. It is possible to suppress the vibration of the drive shaft.

Further, according to the control device 20 of the prime mover, the width of the change in torque when the torque output to the drive shaft is limited when slip due to idle of the drive wheels 18a and 18b is out of the predetermined allowable range. In this case, since the target torque Tm * is set to be within the allowable range, excessive torque shock (vibration of the drive shaft) can be suppressed due to the limitation of the torque caused by slip occurrence.

In the control device 20 of the prime mover, the torque limit is returned to the timing at which the angular acceleration α of the rotational axis of the motor 12 crosses zero, but the timing at which the angular acceleration acts and the direction in which the torque acts is the same, In other words, it is safe to return the torque limit at any one of the rising degrees after the angular acceleration α reaches the negative peak value αpeak2.

In the control unit 20 of the prime mover, the width of the change in torque when limiting the torque output from the motor 12 when it is determined that slip is generated by setting the allowable range of the change in torque is within the allowable range. Although the target torque Tm * is set as much as possible, the target torque Tm * may be set without setting the allowable range.

In the control unit 20 of the prime mover, the torque limit amount δ lock is set using the negative peak value αpeak2 of the angular acceleration α and the map illustrated in FIG. 12, and the set torque limit amount δ lock and Although the torque upper limit value Tmax is derived using the map shown in FIG. 7, the torque is limited, but the torque upper limit value Tmax can be derived directly from the negative peak value alphapeak2 to limit the torque.

In the controller 20 of the prime mover, the annealing process may be performed to limit or return the torque output to the drive shaft. As a result, the effect of suppressing vibration to the drive shaft is further enhanced.

Although the embodiment has been described as control of the motor 12 for the motor vehicle 10 having the motor 12 mechanically connected to the drive shaft directly connected to the drive wheels 18a and 18b to enable the output of power, the drive shaft As long as the vehicle is equipped with a motor capable of outputting power directly to the vehicle, it may be applied to a vehicle having any configuration. For example, a so-called generator having a generator connected to the engine and the output shaft of the engine, a battery for charging the generated electric power from the generator, and a motor mechanically connected to the drive shaft connected to the drive wheels and driven by the supply of electric power from the battery. It may be applied to a series hybrid vehicle. Moreover, as shown in FIG. 13, similar to the engine 111, the planetary gear 117 connected to the engine 111, and the power generation motor 113 connected to the planetary gear 117, similarly. It may be applied to a so-called mechanical distribution type hybrid vehicle 110 having a motor 112 mechanically connected to a drive shaft so as to be able to output power directly to the drive shaft connected to the drive wheel and connected to the drive gear 117, As shown in FIG. 14, the inner rotor 213a and the outer rotor have an inner rotor 213a connected to the output shaft of the engine 211 and an outer rotor 213b provided on the drive shaft connected to the drive wheels 218a and 218b. A so-called electric distribution type hybrid vehicle 210 having a motor 213 that is relatively rotated by an electronic action with 213b, and a motor 212 that is mechanically connected to the drive shaft such that power can be output directly to the drive shaft. On It may be used. Alternatively, as shown in FIG. 15, the engine 311 connected to the drive shafts connected to the drive wheels 318a and 318b via a transmission 314 (such as a continuously variable transmission or a stepped automatic transmission) and a drive shaft as a rear end of the engine 311. The present invention can also be applied to a hybrid vehicle 310 having a motor 312 (or a motor directly connected to a drive shaft) connected via a transmission 314. At this time, when the slip occurs in the drive wheel, the torque output to the drive shaft is limited by controlling the motor mechanically connected to the drive shaft from the torque output response, etc., but in cooperation with the control of this motor, The engine may be controlled.

As mentioned above, although embodiment of this invention was described using an Example, this invention is not limited to these Examples at all, It can be implemented in various forms within the range which does not deviate from the summary of this invention, of course. to be.

 Industrial Applicability The present invention can be used in industries related to automobiles and trains.

Claims (20)

 A control device for a prime mover for controlling the prime mover in a vehicle having a prime mover capable of outputting power to a drive shaft connected to a drive wheel, Angular acceleration detecting means for detecting angular acceleration of the drive shaft or the rotating shaft of the prime mover; Slip detection means for detecting slip due to idle of the driving wheel when the detected angular acceleration rises above a predetermined value; First torque limit control means for controlling the prime mover by limiting output torque so as to suppress the slip when slip is detected by the slip detection means; The prime mover is controlled by returning the output torque limited by the first torque limit control means at a predetermined timing at which the direction of change in the angular acceleration detected by the angular acceleration detecting means when the slip is directed in the direction of the convergence becomes the upward direction. And a torque return control means for controlling the prime mover.  The method of claim 1, And the predetermined timing is a timing at which the value of the detected angular acceleration shifts from negative to positive.  The method according to claim 1 or 2, And the torque return control means controls the prime mover to return the output torque by using a torque limit value that is less than the torque limit value used by the first torque limit control means over a predetermined time period. Control of prime mover.  The method according to any one of claims 1 to 3, Second torque limit control means for controlling the prime mover by performing a predetermined torque limit when the absolute value of the negative peak value first detected after the angular acceleration detected by the angular acceleration detection means exceeds the predetermined value is greater than a predetermined threshold value. Control device of the prime mover, characterized in that it comprises a.  The method of claim 4, wherein And the second torque limit control means controls the prime mover using a torque limit value set based on an absolute value of the negative peak value as the predetermined torque limit.  The method according to claim 4 or 5, And said second torque limit control means performs said predetermined torque limit over a predetermined time period.  The method according to any one of claims 1 to 7, And said first torque limit control means controls said prime mover so that the width of a change in torque is within a predetermined allowable range.  A control device for a prime mover for controlling the prime mover in a vehicle having a prime mover capable of outputting power to a drive shaft connected to a drive wheel, Slip detection means for detecting slip due to idle of the driving wheels; Torque limit value setting means for setting a limit value of torque output to the drive shaft based on the detected degree of slip when slip is detected by the slip detection means; Torque limit value correction means for correcting the limit value such that the change width is within the allowable range when the change in torque exceeds the predetermined allowable range by controlling the prime mover using the set limit value; And a torque limit control means for controlling the prime mover by using the power required for the drive shaft and the setting or the modified limit value.  The method of claim 8, An angular acceleration detecting means for detecting angular acceleration of the drive shaft or the rotating shaft of the prime mover, The slip detection means detects a slip when the detected angular acceleration exceeds a predetermined threshold, And the torque limit value setting means sets a limit value of the torque output to the drive shaft based on the angular acceleration detected by the angular acceleration detecting means when slip is detected by the slip detection means. .  The method of claim 9, And the torque limit value setting means sets the limit value of the torque in a tendency to limit the larger as the angular acceleration increases.  A vehicle comprising a prime mover and a control device of the prime mover according to any one of claims 1 to 10.  A control method of a prime mover for controlling the prime mover in a vehicle having a prime mover capable of outputting power to a drive shaft connected to a drive wheel, (a) detecting an angular acceleration of the driving shaft or the rotating shaft of the prime mover; (b) detecting slip due to idle of the driving wheel when the detected angular acceleration rises above a predetermined value; (c) when the slip is detected, controlling the prime mover by limiting output torque to suppress the slip; (d) limited by the step (c) at a predetermined timing at which the direction of change in the angular acceleration detected by the step (a) when the slip is directed in the direction of the procedure by the limitation of the output torque becomes the upward direction. Controlling the prime mover by returning an output torque.  The method of claim 12, And wherein the predetermined timing is a timing at which the detected value of the angular acceleration shifts from negative to positive.  The method according to claim 12 or 13, In the step (d), the prime mover is controlled to return the output torque by using a torque limit value that is less than the torque limit value used in the step (c) over a predetermined time period. Control method.  The method according to any one of claims 12 to 14, (e) controlling the prime mover by performing a predetermined torque limit when the absolute value of the negative peak value first detected after the angular acceleration detected by step (a) exceeds the predetermined value is greater than the predetermined threshold value. The control method of the prime mover, characterized in that it further comprises.  The method of claim 15, And said step (e) controls said prime mover using a torque limit value set based on an absolute value of said negative peak value as said predetermined torque limit.  The method according to claim 15 or 16, And said step (e) performs said predetermined torque limit over a predetermined time period.  A control method of a prime mover for controlling the prime mover in a vehicle having a prime mover capable of outputting power to a drive shaft connected to a drive wheel, (a) detecting slip due to idle of the driving wheel, (b) setting a limit value of torque output to the drive shaft based on the detected degree of slip when slip is detected by step (a); (c) controlling the prime mover using the set limit value to modify the limit value so that the change width is within the allowable range when the change in torque exceeds a predetermined allowable range; (d) controlling the prime mover using the power required for the drive shaft and the setting or the modified limit value.  The method of claim 18, (E) detecting an angular acceleration of the driving shaft or the rotating shaft of the prime mover before the step (a), The step (a) detects slip when the angular acceleration detected by the step (e) exceeds a predetermined threshold value, In step (b), when the slip is detected by step (a), the limit value of the torque output to the drive shaft is set based on the angular acceleration detected by step (e). Control method.  The method of claim 19, The step (b), the control method of the prime mover, characterized in that for setting the limit value of the torque in a tendency to limit the larger the greater the angular acceleration.